Submersible watercraft

ABSTRACT

The present invention comprises a streamlined hull of a catamaran type having a tear drop sectioned pontoon portion along each side with a horizontal substantially rectangular shaped body portion fixed between the pontoon portions, and a pair of power pods with a tear drop vertical cross section taken axially of the craft, an impeller on a shaft extending from a motor in each pod through the pointed edge at the outer end of each pod, and each pair of pods being rotatably mounted for independent angular adjustment about a horizontal axis at each end of the craft, said horizontal axis extending substantially through the radial center of the round end of the tear drop section of the pods. The impeller drive motors are independently controlled for operation in either direction so that unique maneuverability is obtainable either on or under the surface of the water by proper coordination of the speed and direction controls for the operation of the four power pods, or even if only one pair of pods are operated to provide rolling, looping speed and direction controls. The power pod and cargo and operating equipment spaces are not closed for pressurization so that the outside walls of the hull body may be comparatively light even for operation at great depths since the same pressures are effective on both sides of these walls no matter how deep the operation. The spherical or tubular personnel housing portions of the hull, occupying only a small portion of the entire hull space, will be comparatively light in structure because of the smaller dimensional requirements.

United States Patent Gregoire [151 3,677,212 [451 July 18,1972

[$4] SUBMERSIBLE WATERCRAFT Resta S. Gregoire, Newport, Pa.

Gregoire Engineering & Development Co., Adelphi, Md.

[22] Filed: May 18, 1970 [21] Appl. No.: 37,970

[72] inventor:

[73] Assignee:

Related U.S. Application Data [63] Continuation of Ser. No. 756,696,June 11, 1968, Pat.

[52] U.S. (I ..114/61 [51] Int. Cl ..B63b H10 [58] Fieldol'Sear-ch..1l4/61, l6;89/l.5 H, 1.815

[56] References Cited UNITED STATES PATENTS 1,879,735 9/1932 DAlbay ..114/16 R 3,102,504 9/1963 Goro Sato... ..114/16 3,447,552 6/1969 Grosson114/16 R 2,709,947 6/1955 Woods 89/ 1.5 H 2,801,605 8/1957 l-loke 114/167 3,107,641 10/1963 Haynes ..1 14/16 7 3,388,683 6/1968 Barhite et all14/l6.7 X 3,512,494 5/1970 Gregoire ..1 14/61 Primary Examiner-Andrewl-l. Farrell Attomey-Walter S. Pawl [57] ABSTRACT The present inventioncomprises a streamlined hull of a catamaran type having a tear dropsectioned pontoon portion along each side with a horizontalsubstantially rectangular shaped body portion fixed between the pontoonportions, and a pair of power pods with a tear drop vertical crosssection taken axially of the craft, an impeller on a shaft extendingfrom a motor in each pod through the pointed edge at the outer end ofeach pod, and each pair of pods being rotatably mounted for independentangular adjustment about a horizontal axis at each end of the craft,said horizontal axis extending substantially through the radial centerof the round end of the tear drop section of the pods. The impellerdrive motors are independently controlled for operation in eitherdirection so that unique maneuverability is obtainable either on orunder the surface of the water by proper coordination of the speed anddirection controls for the operation of the four power pods, or even ifonly one pair of pods are operated to provide rolling, looping speed anddirection controls. The power pod and cargo and operating equipmentspaces are not closed for pressurization so that the outside walls ofthe hull body may be comparatively light even for operation at greatdepths since the same pressures are effective on both sides of thesewalls no matter how deep the operation. The spherical or tubularpersonnel housing portions of the hull, occupying only a small portionof the entire hull space, will be comparatively light in structurebecause of the smaller dimensional requirements.

9 Claims, 27 Drawing figures Patented July 18, 1972 7 Sheets-Sheet lINVENTOR R5572]. .S. GREGO/RE BY mmx ATTORNEY Patented July 18, 1972- 7Sheets-Sheet 2 INVENTOR RESTA sI GREGO/RE BY MAX W ATTORNEY PatentedJuly 18, 1972 3,677,212

7 Sheets-Sheet 5 INVENTOR E5574 5. GREGG/RE BY mazfl ATTORNEY PatentedJuly 18, 1972 3,677,212

7 Sheets-Sheet 4 INVENTOR RESTA 5. GREGG/RE ATTORNEY Patented July 18,1972 3,677,212

7 Sheets-Sheet 5 INVENTOR REST S. GREGG/RE ATTORNEY Patented July 18,1972 3,677,212

7 Sheets-Sheet 6 IVENTOR REST/1 5. EGO/RE ATTORNEY Patented July 18,1972 3,677,212

7 Sheets-Sheet 7 I INVENTOR,

RE 5714 .S. GREGO/RE Maw ATTORNEY SUBMERSIBLE WATERCRAFT This is acontinuation of application Ser. No. 756,696, filed June 11, 1968 issuedon May 19, 1970 as US. Pat. No. 3,512,494.

This invention relates to water borne vessels, and more particularly toa combined surface and underwater craft having a new and novel hullconcept.

In present day ship and submarine construction, the function andadaptability of a vessel is strongly limited by certain fixed conceptsin hull design. In the case of boats and ships, a single hull design hasbeen used almost exclusively. In handling hull design, the marinearchitects have been faced with severe maximum limitations in stability,maneuverability, seaworthiness, and speed per unit of horsepower. Insome naval vessels, for example, as in destroyers, it has been necessaryto sacrifice stability in order to obtain high speed without excessivehorsepower. In battle maneuvering, in a tight turn at high speed, theship hull will skid through the water a substantial distance. Theresultant path, therefore, is a rather wide arc, and in ship or boathandling great care and skill is required to make allowance for thisside slip. There is also a problem of heavy list in tight turns.

in the case of a small craft, the application of very high horsepower toa boat of relatively small size has created difficult problems,including those of stability during straight forward motion, skid oroverturn on tight turns, and swamping of the boat by the shipping ofwater.

In the case of submersible craft, design has heretofore been limited toa single hull. The function of the craft has been severely limited andhas been restricted largely to naval warfare and scientific explorationsand research. They have been of little value as cargo carriers becauseof problems of cargo loading and unloading and also of stability.Submarines have limited value in underwater operations since access andegress while the craft is under water has been limited to small ports orair locks and involves only the passage of divers and weapons, such astorpedoes or rockets.

Designers of modern high speed submarines have in particular facedproblems in propulsion and maneuverability.

Depth control can no longer be achieved by the intake or ejection ofwater ballast. Speed is so great that the depth and direction arecontrolled by rudders and elevators, in a manner similar to aircraftcontrol. Avoidance of underwater obstructions is a substantial problem.Intelligence on these obstructions may be obtained only frominstruments, and the craft must be capable of a rapid maneuver to effecta change of course so as to evade the obstruction. Again, side-slip,directional inertia and the like require the exercise of great skill andcare in the handling of a submarine while it is travelling submerged. Inthis case, limited maneuverability is only achieved when there issufficient forward speed so that control elements will respond. Presentrudders and elevators are not fully effective at high speeds, becausethe momentum of the craft in relation to the control surface area is ofsuch magnitude that there is a dangerous lag between the manipulation ofthe control elements and the resultant response of the craft. This hasbeen one of the serious design problems in the advanced nuclearsubmarines.

It is an object of the present invention to create a new ship or boathull design which is easily adapted to a great diversity of use whileusing only a single hull design with carefully calculated performancecharacteristics.

Still another object of the invention is to provide a new and novelwater craft which is equally usable as a surface craft alone, as asubmersible craft, or as a combined surface and submersible craft.

A further object of the invention is to provide a craft which isadaptable for propulsion by the air blister principle, which may be withthe application of suitable air lift equipment, used as an air bornevehicle, or which may be constructed as a combination water craft andair vehicle.

Another object of the invention is to provide a basic water craft designwhich is adaptable for either large ships or small boats, or any desiredintermediate type.

Still another object of the invention is to provide a basic water craftdesign which is capable of exceptional maneuverability while at the sametime it is possessed of exceptional stability.

A further object of the invention is to provide a water craft which onthe water surface is capable of turning within the length of the vesselto completely reverse its direction of travel, or capable of executingperfect ninety degree angle turns while the vessel is under power up tothe maximum recommended horsepower, the list during these maneuvers notbeing over ten degrees.

Another object of the invention is to provide a vessel which under wateris capable of executing perfect angle turns or making a complete turnwithin its own length to reverse its direction of travel, the hulllisting not being over 10.

Still another object of the invention is to provide a water craft designof submersible type which is capable of surfacing from under the wateror submerging from the top of the water on the true vertical line whilethe deck of the vessel remains on a true horizontal plane.

A further object of the invention is to provide a submersible vesselwhich is capable while submerged of turning in a complete inside oroutside loop-the-loop within a circle, the diameter of which is equal tooverall length of the hull.

Still another object of the invention is to provide a vessel which iscapable of doing a complete starboard or port-side roll-over for a full360 within a circle whose diameter is equal to the total width of thehull, this roll-over motion being obtainable while the vessel is in aforward or reverse movement, horizontal movement, vertical movement, orat any longitudinal degree of movement therebetween, or while there isno forward or reverse movement, vertical movement, horizontal movement,or any longitudinal degree therebetween.

A further object of the invention is to provide a novel water craftwhich is capable of braking while submerged or on the surface to arelatively fast stop, thus avoiding appreciable continued momentum afterthe power in the vessel has been cut off.

A further object of the invention is to provide a novel water craftdesign which is capable of hovering on the surface or under the water,regardless of currents, tides or waves which may be exerting substantialforces on the vessel.

Yet another object of the invention is to provide a vessel wherein thesurfacing motion or the submerging motion can be converted in the craftafter the hull has been rolled over to any degree of the 360 turn, sothat the vessel will turn off at a full 90 from any position in whichthe deck rests; and wherein the vessel is capable of doing the inside oroutside loop-the loop from any degree within the 360 roll-over, so thatevery motion, namely surfacing, submerging, loop-the-loop, inside oroutside loop, or roll-over to the port or starboard, can be varied inany combination of motions to permit all motions to any degree within acircle, the diameter of which is equivalent to the overall length of thehull.

A further object of the invention is to provide a basic water craftdesign wherein a versatile, functional structure is supported andconfined between two pontoons which are preferably of a tear drop shape,as shown in the present drawings, but which, if desired, could bemodified to other cross-sectional shapes, these pontoons serving as thebuoyant portion of the structure, the air space of the pontoon beingtotally separate and independent from the air space in the centralstructure.

Still another object of the invention is to provide a vessel wherein thecentral hull structure between the pontoons can be filled with water oremptied of water, as desired, while surfaced or submerged, withoutaffecting the basic buoyancy or operativeness of the vessel; and whereinthe central hull structure can be opened from the bottom or can beopened from the top while submerged or afloat, or wherein the saidcentral hull can be closed and sealed and the water pumped therefrom tomaintain a pressurized water-free area.

Still another object is to provide a water craft structure I wherein itis possible to surface the craft in any position, whether it be upsidedown, right side up, or on its side, thus permitting the selectivesurfacing of the exterior of the hull, for repairs or maintenance,including painting, without removing, the vessel from the water, orwithout using drydock facilities.

Yetanother object of the invention is to provide a water craft which ispowered by power pods, there being two forward and two aft pods, thesaid pods being self-contained for propulsion and control and eachhaving a self-contained power plant, this making it possible in theevent of individual power plant failure to lift off or drop thedefective pod, a new pod being installed while the vessel is still inthe water and without dock or drydock facilities.

Another object of the invention is to provide a basic water craft designwhich has wide commercial and military application, being adaptable topassenger transport, cargo transport, surface and underwater fishing,underwater mining for lake and ocean floor mineral deposits, repair andservicing of submarine cables, planting and servicing of underwatermines, planting and servicing of underwater defense installations,missile launching, submarine chasing, underwater demolition, and thelike.

With the above and other objects in view, as will be presently apparent,the invention consists in general of certain novel details ofconstruction and combinations of parts hereinafter fully described,illustrated in the accompanying drawings, and particularly claimed.

In the drawings, like characters of reference indicate like parts in theseveral views, and

FIG. 1 is a perspective view of one form of the invention wherein thecentral hull comprises a closed chamber, and disclosing the basicrelationship of spaced pontoons, and center hull structure, and powerpod propulsion;

FIG. 2 is a front elevational view of the water craft as shown in FIG.1;

FIG. 3 is a longitudinal section taken on the line 3--3 of FIG. 1;

FIG. 4 is a fragmentary view, partly broken away, of a part of the powerpod and hull structure, and showing one form of power control for theangle of the power pods;

. FIGS. 5 through 12 are schematic perspective views of the water craftshowing the angular positions of the power pods for various selectedmaneuvers of the craft;

FIG. 13 is a fragmentary view of a modification of the water craftwherein the central hull structure is provided with top and bottomhatches which may be selectively opened or closed;

FIG. 14 is a cross-sectional view taken on the line l4l4 of FIG. 13;

FIG. 15 is a longitudinal sectional view showing a modification of thewater craft wherein the central hull portion is constructed to receive aremovable unit, which may be removed upwardly or downwardly from itscarrying position in the central hull structure;

FIG. 16 is a fragmentary view showing one form of locking means forfixing the removable unit of FIG. 15 in its place in the central hullstructure;

FIG. 17 is a top plan view of a modification of the basic design whichis particularly adapted for use as a demolition vessel or as a submarinechaser;

FIG. 18 is a side elevational view of the modification shown in FIG. 17;

FIG. 19 is a front elevational view, partly broken away, of thedemolition unit shown in FIGS. 17 and 18, the dotted lines structureshowing the manner of opening the top and bottom hatches and the mannerin which the nose portions of the pontoons may be opened and hinged tothe side to permit entrance or exit of a person carried in the pontoon;

FIG. 20 is a rear elevational view of the modification shown in FIGS. 17and l8.

FIG. 21 is a further modification of the water craft of the presentinvention, wherein the two forward power pods have been omitted, leavingthe aft power pods in assistance. This will retard the maneuvering ofthe craft considerably, but for certain military applications, thisdesign might be applicable, particularly in view of costs;

FIG. 22 is a longitudinal section taken on the line 22-22 of FIG. 21;

FIG. 23 is a front elevational view of the modification shown in FIGS.21 and 22;

FIG. 24 is a side elevational view, partly broken away, of a furthermodification which is particularly adapted to be used as a demolitionunit, and which is designed for maximum depth of submersion;

FIG. 25 is a front elevational view of the modification shown in FIG.24, showing the top and bottom hatches in open position, and showingtorpedo tubes which are detachably supported on the hatches; I

FIG. 26 is a fragmentary view, partly broken away, showing a pressurecapsule for the pontoon structure, which pressure capsule is designedfor maximum depth; and

FIG. 27 is a fragmentary view showing the spring-biased guardplateswhich cover the openings between the central hull and the inner ends ofthe power pods, and showing the manner in which the plates pivot topermit the power pods to take their maximum angular position.

It will be appreciated that in the drawings, for purposes of clear anduncluttered disclosure of the essential and important characteristics ofthe invention, many of the structural details not essential to theinventive concepts involved have been simplified or have not been shown.For example, much of the truss and framing detail has been omitted.Power plants have been shown in highly schematic form, and highlydetailed standard structure which would be housed in the pontoons toprovide a normally operative submersible craft has not been shown.

BASIC HULL DESIGN The hull assembly in its basic form is shown in FIGS.1, 2, 3, 4 and 27 of the drawings.

The craft comprises a pair of catamaran-type pontoons 30 and 31. Exceptwhere the shape is broken for the insertion of other structure, thesepontoons are tear drop shaped in crosssection. This cross-sectionalshape is highly significant to the performance of thecraft.

Extending between the pontoons 30 and 31 is a central hull section 32which is generally rectangular in shape. The central hull section isrigidly connected to the pontoons and will possess the necessary frameand truss structure to meet the stresses to which the craft will besubjected, depending upon the size of the craft. This may vary widely,and for simplification of disclosure these details have not been shown.This central hull section is provided with end walls 33 and 34, top deck35 and bottom deck 36. This deck area will be provided with thenecessary seals to render it water and air tight, and the necessaryhinges, locking mechanisms and devices for fastening and opening thesaid decks.

Control and propulsion of the craft is provide by four power pods 37,38, 39 and 40. Each of these power pods is preferably tear drop shapedin cross-section, as shown in FIG. 3. The axis of the tear drop ispreferably substantially in line with a longitudinal plane through themidpoint of the midsection hull 32. The inner end of each power pod ispreferably an arc of a true circle so that the pods may pivot in fullrange. The upper and lower faces of the pods provide control surfaceswhich operate in a manner to be described.

' Each of the pontoons fore and aft is cut away as at 41, 42, 43 and 44to provide for reception of the power pod structure, defining a flatsurface so that the said power pods may pivot through their full rangewithout interference from the hull, or the power pods may have theirexterior vertical faces curved to conform to the curvature of thepontoons, as shown in the forward power pods 37 and 38 in FIG. 17.

The transition portions on the pontoon hull from the flat surfaces 41,42, 43 and 44 to the full tear drop shape are rounded to reduce waterturbulence and resistance. These are shown at 45, 46 and 47. Each ofthese surfaces may be provided with a port 48. The ports 48 may serve astorpedo tube openings, or may function as inlet or outlet openings forwater ballast.

It will be noted that the cross-sectional shape of the pontoons 30 and31 includes an arcuate base curve 49 which is preferably a segment of atrue circle. Straight portions or side curves 50 are tangent to the arc49.

For improved operation and proper balance and stability, it has beenfound that the craft is preferably designed so that its water line, whenthe craft is surfaced, under normal operating load, falls at the pointof tangency of the straight portions 50 to the arcuate base 49.

In its preferred form, it has been found that the tangent line 50 shouldintersect the arc at an angle of not less than 70 degrees or more than80 degrees from the horizontal. Further, the bottom deck 36 of thecentral hull section must be spaced upwardly from the water line, or, toput it another way, spaced upwardly from the point of tangency of thepontoon hull cross-section.

It should be noted at this point that the invention is not limited tothe precise hull shape shown. If, for reasons of pressure resistance, itshould be desired that the side portion 50 have some curvature, then atheoretical mean taken through this curve of the hull should conform tothe relationship set forth above for the straight portion 50. In thiscase, the bottom deck 36 would be spaced above the intersection of theside wall curve and the arcuate base curve. The basic relationship mayexist, therefore, even though variations may be made in the hull detailin designing for various conditions. Expressed generally, planes takenthrough the mean of the upper side curves of the tear drop shape wouldintersect the plane taken through the intersection of the upper sidecurves and the lower base curve at an angle of no less than 70 or morethan 80". It may be pointed out that in the mathematical sciences, astraight line is considered a curve of infinite radius.

The reason for these preferred relationships is that when the craft isput hard about, the forces on the straight portions 50 will force thecraft down, increasing the displacement to the degree that the bottom ofthe deck will come into substantial contact with the normal surface ofthe water.

The distance of the bottom deck 36 from a line through the points oftangency can be varied within certain limits, depending upon the angleof the straight portions 50 to the horizontal. The distance may bedecreased as the angle of the straight portion 50 increases.

Each of the power pods 37, 38, 39 and 40 is pivotally attached to thehull structure, the important aspect of the mounting being that such podbe capable of pivoting a full 90 degrees in either direction from thenormal position of the pod in line with the hull structure, eachindependent of the other. Various means may be used for pivotallymounting and controlling the pods. One simplified, somewhat schematic,but operational arrangement is shown in FIG. 4.

In FIG. 4 the shaft 51 extends from the pontoon 30 to the pontoon 31through the pods 37 and 38, being mounted in suitable bearings. Thepower pod 37 is rigidly attached to the shaft 51, and will turn when theshaft is turned. A second shaft 52 is concentric to the shaft 51 and isrotatable thereon. The power pod 38 is rigidly secured to the shaft 52,so as to turn therewith. The shaft 51 is provided with a drive gear 54,and the shaft 52 is provided with a drive gear 53. Suitable power means,such as motors 55 and 56, is provided to rotate the drive gears andseparately and independently adjust the angle of the pods. These motorsmay be tied in with a suitable guidance and control system not forming apart of the present invention. Other means may be provided to power andfix the position of the pods.

Each of the power pods is provided with a suitable self-contained powerunit 57. These units 57 drive suitable propellers 58. For the purpose ofthe present invention, it is necessary that the power units supplymaximum power in either forward or reverse direction. The details of thepower unit do not form a part of the present invention. These unitsshould be capable of supplying their own combustion oxygen, anddisposing of their products of combustion under water. If desired, jetnozzles may be used in place of the propellers, with a suitablearrangement to change the direction of thrust of said nozzles on theforward pods.

While the opening between the end walls 33 and 34 and curved inner endsof the power pods may be left open, if desired, as shown in FIG. 3, thesaid openings are preferably covered by protective guard plates 59, asshown in FIGS. 1 and 27. The plates 59 have downwardly curved leadingedges 60 and are supported on the central hull section 12 by springhinges 61. These spring hinges continually bias the plates 59 intocontact with the power pods. These plates, however, as shown in FIG. 27,permit full range angular positioning of the pods, since they pivot withthe pods. These plates 59 exclude solid matter from the openings betweenthe hull and the pods, and reduce turbulence.

The power pods 37, 38, 39 and 40 are designed for powering and controlof the craft while submerged. For low speed, surface travel, suitablelow-powered auxiliary drive may be provided. This could be in the natureof a screw on a depending shaft from the power pods or a battery powereddrive screw on the pontoons. This auxiliary drive means has not beenshown.

PROPULSION AND MANEUVERABILITY OF THE CRAFT FIGS. 5 through 12 of thedrawings are schematic views showing the various maneuvers of which thecraft is capable. It should be pointed out that the full range of thesemaneuvers is made possible by the remarkable balance and stability ofthe full design due to the characteristics and structure previouslydescribed.

In FIG. 5 there is shown the position of the power pods to obtain abalanced forward motion while submerged, the aft propellers functioningas pushing screws and the forward propellers functioning as pullingscrews. All four propellers 58 being of a reversible nature, and thepositioning of the power pods being independent of each other, it ispossible to yawl the craft through the use of the propellers and powerpods without the use of a rudder underneath the structure.

FIG. 6 shows the power pods in raised position, as might be applied tosurfacing the craft. In this position, the propellers on power pods 37,38, 39 and 40 are turning in a direction to exert a pulling thrust. Thusthe craft would surface in the direction of the arrow, with the deckremaining on a true horizontal plane. With the craft submerged, if thepropellers are rotating so as to exert a forward thrust or push, thecraft would submerge further in a direction opposite to the arrow, withthe deck on a horizontal plane.

In FIG. 7, the forward power pods 37 and 38 are shown as raised in aposition so that the plane of the underface of each power pod is at anangle of to the deck 35. The aft power pods 39 and 40 are down to aposition where the bottom plane of each of these power pods is at anangle of 90 to the bottom deck 36. In this position, the power podsoffer a barrier to develop maximum resistance to forward motion. Thus,with the power cut off prior to or during the placement of the powerpods in this position, the forward momentum of the craft will beconsiderably reduced, braking the craft to a faster stop than would befound in conventional hulls.

In FIG. 8, with the forward power pod 37 in true center alignment withthe central hull section 32, with the power pod 38 raised, with thepower pod 39 in true center alignment with the central hull section 32,with the power pod 40 lowered, and with all four propellers operating soas to produce forward pull or thrust, respectively, the craft willadvance forward, at the same time doing a complete roll-over of 360 tothe port side. Reversing the propellers while this relationship existswill cause the craft to back up and roll a full 360 to the starboardside.

In FIG. 9, power pod 37 is shown as raised, and pod 38 is in true centeralignment with the central hull section 32. Aft power pod 40 is shown intrue center alignment with the central hull section 32, and power pod 39is lowered. Thus, with all propellers operating for forward pull orthrust, respectively, the craft will roll over a full 360 to thestarboard side in forward motion. Reversing the propellers on all fourpower pods while'the pods remain in this position will result in thecraft reversing its direction of travel and rolling over a full 360 tothe port side.

It should be emphasized, relative to FIGS. 8 and 9, that the angularposition of the power pods will determine the speed of roll-over inrelation to forward motion. For example,.the rollover may take placeslowly in a considerable distance of forward motion. Or, the forwardmotion may be stopped and the roll-over accomplished without any forwardmovement.

In FIG. 10, with the forward power pods 37 and 38 raised, with the aftpower pods 39 and 40 raised, with the forward propellers exerting a pulland the aft propellers exerting a thrust, the craft will do an insideloop-the-loop within a circle the diameter of which is equal to thelength of the hull. Reversing the direction-of rotation of thepropellers while the power pods are in the position thus described willresult in an inside loop-the-loop in the opposite directiom'lhe degreeof angle in the position of the power pods will determine the diameterof the loop.

In FIG. 11, with the forward and aft power pods all turned down, andwith all propellers 58 operating to exert a pull downward, the craftwill submerge with the deck remaining on a true horizontal plane. Byreversing the propellers 58 to exert a push upwardly, the craft willsurface with the deck 35 remaining in a true horizontal plane.

In FIG. 12, with the forward and aft power pods turned down, with theforward propellers exerting a pull and the aft propellers exerting athrust, the craft will do an outside loopthe-loop in a forward directionwithin a circle the diameter of which is equal to the overall length ofthe hull. By reversing the propellers while the power pods are in thisposition, the craft will do an outside Ioop-the-Ioop in reverse. Again,the degree of angle in the position of the power pods will determine thediameter of the loop.

With all of the maneuvers above described available, should it bedesirable to hover the craft over a given fixed spot at sea, even instrong currents, the hovering position can be maintained throughmanipulation of the power pods to a proper position where in combinationwith the selective forward or reverse capability of the power podsindividually, compensation can be made for currents so as to stabilizethe said hovering position. Further, since all of the motions heretoforedescribed are available, it is possible to turn the hull of the craftany angle or any degree from a horizontal yawling position to any degreewithin a sphere, the sphere being equal in diameter to the length of thehull. With motions available as outlined in FIGS. 8 or 9, it is possibleto roll the hull to the port or starboard side to any degree and thenimmediately reposition the power pods as in FIGS. 6 and 11 to cause thecraft to move ofi at a ninety degree angle from the longitudinal centerline of the craft.

CENTRAL HULL SECTION It will be seen from the disclosure, andparticularly FIGS. l3, l4 and 15 that the central hull section iscapable of wide variations in structure without affecting the basic hulldesign, maneuverability and stability of the craft.

In FIGS. 13 and 14, there is shown a modification wherein the centralhull section 32 is provided with hinged top hatches 62 and hinged bottomhatches 63, These hatches are provided with suitable seals 64 tomaintain the central hull section air and water tight, when desired. Thehatch and seal structure is shown in simplified form, and in anoperational craft this would be designed to the size and requirements ofthe craft. If desired, the center strip 65 could be eliminated so that ahatch of substantially the entire deck area could be obtained.

In this modification, various power means may be provided to operate thehatches 62 and 63. One possible operative form is to provide hydrauliccylinders 66 and links 67 to operate the top hatches, while hydrauliccylinders 68 and links 69 are used to operate the bottom hatches 63. Thehydraulic cylinders 66 and 68 may be connected to any hydraulic controlsource.

It may be pointed out that the pontoons 30 and 31 will contain all ofthe necessary structure, intelligence and control equipment necessary tooperate the submerged crafi. This will include living facilities, airsupply and purifying equipment, sources of light and heat, water andsolid ballast, escape means and the like. These involve details some ofwhich are well known in the art and do not form a part of the presentinvention as disclosed.

It should be emphasized that the pontoon sections of the hull areseparate and distinct from the central hull section. Access means isprovided in the form of scaled hatches or ports, such as 30a or 31a,FIG. 14, whereby personnel in the pontoon sections of the hull may passthrough the central hull sec tion 32. These hatchways will be sealed,and it is thus possible, when submerged, to flood the central hullsection with water without destroying the basic operative buoyancy ofthe craft or without ham to the personnel in the pontoon sections.

Pump means, such as a reversible pump 98, may be provided forselectively admitting water to the central hull section or pumping watertherefrom. For admitting air to the central hull section, a compressedair storage tank 99 may be connected to the central hull section by aconduit 100, the conduit being provided with a control valve 101. Asuitable relief valve 102 is shown, to provide selective release of airfrom the central hull section into the pontoon 30 when water is pumpedin, conserving the total air supply.

The central hull section therefore provides a cargo area which can beopened completely to the air when the craft is surfaced, or to the seawhen submerged, and the bottom of this area can be opened completely tothe sea when the craft is surfaced or when the craft is submerged. Thedeck area and the pod area can be opened completely to the sea. Thus,with this free area, the craft has the capability of carrying additionalpersonnel to assist in demolition work or for reconnaissance behindenemy lines. It has the capability of carrying demolition cargo,torpedoes, rockets, detection systems equipment, or it may be put toother uses, as desired, in any given military or naval operation. Thecargo area is completely independent of the power pods and pontoons, infunction and use.

In certain applications, depending upon the type of propulsion unit, itmight be desirable to use-the cargo area as an added fuel area forcertain types of propulsion units, in order to extend their range. Inone particular design of craft, 17 feet, 5 inches long, 7 feet wide, and41 inches high, calculations have proven that with existing availablepower units, 400 usable horsepower can be applied to this craft for usethrough a range of 1 day at maximum ocean depth. Due to the size of thecraft, this high horsepower would not be necessary to obtain the speedsought, namely, 40 to 50 knots maximum. In the case of conversion ofthis craft to a torpedo or guided missile vessel, unmanned, wherecontrol is obtained either by a tracking device or a taping programdevice, the maximum horsepower of 400 can be placed in the unit with theresult of speeds in excess of 50 knots, with longer range and time, andwith automatic start and stop characteristics.

A further modification of the central hull structure is shown in FIG.15. In this case, a rectangular through opening or well defined by theend walls 33 and 34 and by the side wallsis provided. Access to thiswell may be had from either the top or bottom of the hull. A separatesealed cargo box or cell 70 is provided of a size to fit closely intothe rectangular opening. This box is provided with hoisting eyes 71 sothat it may be lifted, if desired, by the well known hoist crane. Ineach of the pontoons 30 and 31, there are provided a plurality oflocking dogs 72. These are selectively retractable and cooperate withcorrespondingly positioned dogs sockets 73 in the side walls of thesealed cargo box 70.

It will be seen that this modification of the invention offers manypossibilities for varied use. When the cargo box or cell 70 is beingcarried, it is locked in place in the hull structure by means of thelocking dogs 72. If it is desired to unload the cargo box, dockside, thedogs may be released and the hoisting crane may then lift the box 70completely out of the rectangular opening. If desired, the craft may besubmerged, the locking dogs released, and the cargo box permitted tofloat to the surface. If it is desired to plant a non-buoyant cargo boxin shallow water, the dogs can be released and the cargo box permittedto drop to the bottom below the craft. Conversely, it is possible toload a buoyant cargo box without dockside facilities. A buoyant cargobox can be floated on the surface, the craft submerged, moved intoposition beneath the box, and then raised to permit the cargo box 70 toslide into the rectangular opening.

The arrangement of this modification presents great versatility for bothmilitary and commercial application. An entire cargo can be handled as aseparate unit, without unduly tying up the vessel or docksideoperations. Hence, this modification presents extreme utility in certainmilitary and naval operations where dock facilities are not availableand where maximum secrecy of the operation is desired.

FIGS. 17, l8, l9 and show a modification of the craft which hasparticular adaptability as a naval demolition unit or submarine chaser.In this case, the forward portions of the pontoon sections are not cutaway to receive the power pods, but the forward power pods 37 and 38 aremade smaller than in the previously shown form and are curved to conformto the shape of the pontoon structure. The nose portions of the pontoonsections extend further forward than in the earlier shown modificationand are symmetrically shaped for maximum streamlined efficiency. It willbe noted that the nose portions 74 and 75 of the pontoons are separablefrom the main pontoon sections and 31, respectively. The nose portion 74is hingedly connected to the pontoon section 30 by means of the hinge 76so that it may be swung upwardly about the hinge, as shown in FIG. 19.In like manner, the nose portion 75 is hingedly connected to the pontoonsection 31 by means of the hinge 77. Suitable sealing and clamping meanswill be provided so that the nose portions 74 and 75 are rigidly securedin closed position. The nose portions 74 and 75 are provided withobservation windows 78 on opposite sides thereof and downwardly directedobservation windows 79. These observation windows may be modifiedaccording to the pressures at which the craft is designed to operate. Asin the previously disclosed modifications, there is a central hullsection 32 and the end walls 33 and 34 define a central cargo area. Thiscargo area is provided with top hatches 62 and bottom hatches 63, asshown. Each of the nose portions 74 and 75 may be provided with a light80 so that strong beams may be projected ahead of the craft during theoperation thereof. Each of the pontoons 31 in the upper section thereofpreferably carries a tank 81 which provides an air supply for rechargingthe scuba gear with which each of the operating personnel in the craftwill be provided.

In the use of this modification of the craft, it will be noted that thepontoons 30 and 31 are so sized as to each receive a man lying at fulllength on a suitable pad 82. Each of the men will be dressed in fullscuba diving equipment. Normally; an air supply will be provided withthe necessary controls so that a normal operating pressure can bemaintained within the sealed pontoon structures. Means will be providedfor replacement of fresh air or for escape of used air. Under certaindesired operating conditions, the craft can move submerged to any givenpoint. The operator in one of the pontoons perfects his scuba equipment,connecting himself to the mouthpiece of his scuba air supply. Air isthen released from the pontoon, and water allowed to enter untilpressures in the pontoon are equalized with the outside water pressure.The forward nose portion 74 or 75 can then be released and swungoutwardly about the hinge 76 or 77. The operator may then escape fromthe pontoon for reconnaissance work or to accomplish a demolitionobjective and then return to his previous position in the pontoon,closing and locking the nose portion. Air is then allowed to enter intothe pontoon, forcing out the water, and pressure is then brought back tonormal breathing conditions.

An instrument panel for a manned vessel of this type may be installedwithin the hinged nose section, and such instrument panel placed at aconvenient angle to the operator. Food, water and other sanitaryfacilities may also be provided. As pointed out in connection with thebasic craft, the central hull section may be used to carry additionaldemolition personnel, suitable scuba equipment, demolition cargo,explosives and the like. The cargo hatches 62 or 63 may be opened whilethe craft is submerged, and access may be had to the equipment whilesubmerged without surfacing the craft for exposure to enemyidentification. It is estimated that with this particular type of craft,dependent upon the type of power source used, personnel would be able tostay at sea for periods of time up to one month, coming to the surfaceperiodically for an exercise period.

FIGS. 21, 22 and 23 show a modification which presents a simplifiedversion of the demolition unit or submarine chaser shown in FIGS. 17through 20. In this case, the two forward power pods have been omitted,leaving the aft power pods 39 and 40. This will retard the maneuveringof the craft considerably, but the cost of the craft will be much lower,and for certain applications in naval or military practice, this designmight be applicable. The forward end of the central hull section isrounded as at 83. Simplified hatches are used, and there is shown asingle top hatch 84 and a single bottom hatch 85. Any suitable means maybe used for fastening these hatches in place.

FIGS. 24 and 25 show a further modification of the type of demolitionunit or submarine chaser that is shown in FIGS. l7, l8, l9 and 20. Inthis case, the structure is modified to permit operation of the craft ata maximum depth of submersion. In addition to the basic assemblydescribed in connection with FIGS. 17 through 20, each of the pontoons30 and 31 is provided with a high pressure capsule 86. The pressurecapsule will have a rounded hinged head 87 which is fixedly attached tothe nose portions 74 and 75. The said rounded hinged head of thepressure cap will be so positioned that when the nose portion 74 or 75is closed and locked, the said head 87 will be in sealed relation withthe main body 86 of the capsule. A suitable sealing element 88 may beinterposed between the head 87 and the pressure capsule body 86. In eachof the pontoons outside of the pressure capsule, there are providedforward vent openings 89 and rear vent openings 90. As in the previousmodification, each of the pontoons is provided with a reserve air supplytank 81. A suitable conduit 91 leads from the tank 81 and terminates ina valve 92. Installed in the heat 87 will be a control panel, not shown,from which overall control of the operation of the vessel may takeplace.

By using high pressure capsules for individuals within the pontoons, itis then possible to take on ballast of sea water, oil or any othermaterial which might bring about the proper weight and balance desirableunder a specific application. The control lines for the power pods andmotors, as well as the control lines to working components in themidsection of the hull are carried through tube-like structures 93 and94, shown above the pressure chambers within the pontoon. Lines of thesize and nature needed to do these specific jobs will withstand maximumpressures under the sea. Aside from the flood arrangements-within thepontoons and the central hull section to bring about the desiredbuoyancy and ballast characteristics, it is possible to equalize thepressure within the pontoons and the central hull section to that of thesurrounding area through vents 89 and 90. Thus, for example, at a 2,000foot depth, the pressure in the central hull section and in the pontoonssurrounding the pressure capsule may be brought to the same pressure asthe water surrounding the crafi. Thus, the shell of the pontoon and theshell of the central hull section may be constructed of materials likefiberglass, since these elements will not have to stand maximumpressure. Pressurizing of the power pod for extreme depth does notpresent any serious problem, since they may be substantially braced andsince the design of the motors and fuel container by their very naturewill be able to withstand pressures.

In the view shown in FIG. 25, the hinged top hatches 62 and the hingedbottom hatches 63 are provided with a plurality of detachable torpedotubes .95. When the hatches have been opened as shown, the torpedoes canbe fired therefrom at extreme depths, since the tubes themselves willhave equalized pressures around them. In this type of construction, theinitial thrust requirement to discharge a torpedo is heavily reduced,since the torpedo does not have to overcome exterior pressures as in theconventional submarine torpedo tube installation.

FIG. 26 shows a fragmentary view of a pressure capsule which is designedfor extreme depths. In this case, the size of the vessel will beincreased so that the pontoons contain high pressure spheres 96 ofsteel, aluminumor alloy construction. These spheres can be so arrangedwithin the pontoons to bring about balance and can be connected by aseries of high pressure tubes 97, permitting transportation or movementfrom one sphere to the other by the operating personnel. In the case ofthe capsules, as well as the spheres, it is proposed to install a powercharged mechanism which would dispatch the capsules or spheres from thecraft while the vessel was completely submerged, in the event that powerfailure would prohibit the craft from resurfacing.

It may be pointed out that the modification disclosed in FIGS. 13 and 14would have maximum utility as a hydrophone tender, being used forsurveying, installation, maintenance and, repair of underwater systems.The central hull section may be of sufficient size to accommodatecomplete shop facilities and equipment storage facilities. In use atmaximum depths, which might be required for installation, maintenanceand repair, the central hull section can be pressurized, to matchsurrounding water area, permitting the bottom of the hull to be openedfully to the sea for dispatching or taking on hydrophone equipment.After taking on the equipment, the craft may be surfaced, and bydecompressing the central hull section, personnel will be able to enterthe section for repairs and maintenance of the equipment. Under normaloperating conditions, the personnel would not be in the mid-section orcenter hull section.

In cases where pressure requirements demand, the top and bottom decksand hatches may be made curved for additional strength.

While there is herein shown and described the preferred embodiments ofthe invention, it is nevertheless to be understood that minor variationsmay be made therein without departing from the spirit and scope of theinvention as claimed.

What is claimed is:

l. A submersible watercraft for deep sea navigation comprising a pair ofspaced pontoons having a substantially tear-drop crosssection, withequalized water pressure inside and out, I

a central wet cargo hull section connecting said pontoons,

power pods hinged at the ends of said hull section on horizontal pivotsfor independent adjustment of 'the angle of thrust exerted by each powerpod,

said watercraft having a thin wet-shell covered streamlined structure,including nose. portions on the pontoons,

said power pods being pointed outwardly to provide streamlined shapes atthe ends of said hull section, and

pressurized personnel compartments in the lower portions of saidpontoons, with observation windows in said nose portions.

2. A submersible watercraft as defined in claim 1, and

streamlined nose headlights mounted on said nose portions.

3. A submersible watercraft as defined in claim 1,

said pressurized compartments being round in section and having thickshells to withstand the high pressures encountered in deep seaoperation.

4. A submersible watercraft as defined in claim 1,

said pressurized compartments being spherical.

5. A submersible watercraft as defined in claim 1,

said central cargo hull section being substantially rectangular andhaving a lower deck at its bottom,

a rectangular cargo box provided with hoisting eyes and fitted closelywithin said. hull to provide an upper deck at its top, and

means for locking said cargo box in said hull.

6. A submersible watercraft as defined in claim 1,

said central cargo hull section having upper and lower decks at its topand bottom respectively, and

hinged hatches in said decks having power means for independentlyopening or closing each hatch from the inside of said hull section,

7. A submersible watercraft for deep sea navigation, comprising a pairof spaced pontoons having a substantially tear-drop cross-section, withequalized water pressure inside and, out,

a central wet cargo hull section connecting said pontoons,

power pods hinged at the ends of said hull section on horizontal pivotsfor independent adjustment of the angle of thrust exerted by each powerpod,

said water craft having a thin wet-shell covered streamlined structure,including nose portions on the pontoons,

said power pods being pointed outwardly to provide streamlined shapes atthe ends of said hull section, and

pressurized personnel compartments in the lower portions of saidpontoons, with observation windows in said nose portions,

said pressurized compartments being spherical, there being a pluralityof spherical compartments in one pontoon, linked together by involuteneck portions providing passages for the movement of personnel,equipment and material therebetween.

8. A submersible watercraft as defined in claim 6, and

a plurality of detachable torpedo tubes mounted on the inside of saidhatches for firing torpedoes therefrom when the hatches are open.

9. A submersible watercraft comprising a light streamlined open hullstrong enough to withstand only navigational water flow stresses,

at least one water sealed compartment within said hull having thickwalls of sufl'rcient strength to withstand stresses of pressurizedoperation at great depths, and

at least one involute passageway between two of said water sealedcompartments for the movement of personnel, equipment or materialstherebetween.

1. A submersible watercraft for deep sea navigation comprising a pair ofspaced pontoons having a substantially tear-drop cross-section, withequalized water pressure inside and out, a central wet cargo hullsection connecting said pontoons, power pods hinged at the ends of saidhull section on horizontal pivots for independent adjustment of theangle of thrust exerted by each power pod, said watercraft having a thinwet-shell covered streamlined structure, including nose portions on thepontoons, said power pods being pointed outwardly to providestream-lined shapes at the ends of said hull section, and pressurizedpersonnel compartments in the lower portions of said pontoons, witHobservation windows in said nose portions.
 2. A submersible watercraftas defined in claim 1, and streamlined nose headlights mounted on saidnose portions.
 3. A submersible watercraft as defined in claim 1, saidpressurized compartments being round in section and having thick shellsto withstand the high pressures encountered in deep sea operation.
 4. Asubmersible watercraft as defined in claim 1, said pressurizedcompartments being spherical.
 5. A submersible watercraft as defined inclaim 1, said central cargo hull section being substantially rectangularand having a lower deck at its bottom, a rectangular cargo box providedwith hoisting eyes and fitted closely within said hull to provide anupper deck at its top, and means for locking said cargo box in saidhull.
 6. A submersible watercraft as defined in claim 1, said centralcargo hull section having upper and lower decks at its top and bottomrespectively, and hinged hatches in said decks having power means forindependently opening or closing each hatch from the inside of said hullsection,
 7. A submersible watercraft for deep sea navigation, comprisinga pair of spaced pontoons having a substantially tear-dropcross-section, with equalized water pressure inside and out, a centralwet cargo hull section connecting said pontoons, power pods hinged atthe ends of said hull section on horizontal pivots for independentadjustment of the angle of thrust exerted by each power pod, said watercraft having a thin wet-shell covered streamlined structure, includingnose portions on the pontoons, said power pods being pointed outwardlyto provide streamlined shapes at the ends of said hull section, andpressurized personnel compartments in the lower portions of saidpontoons, with observation windows in said nose portions, saidpressurized compartments being spherical, there being a plurality ofspherical compartments in one pontoon, linked together by involute neckportions providing passages for the movement of personnel, equipment andmaterial therebetween.
 8. A submersible watercraft as defined in claim6, and a plurality of detachable torpedo tubes mounted on the inside ofsaid hatches for firing torpedoes therefrom when the hatches are open.9. A submersible watercraft comprising a light streamlined open hullstrong enough to withstand only navigational water flow stresses, atleast one water sealed compartment within said hull having thick wallsof sufficient strength to withstand stresses of pressurized operation atgreat depths, and at least one involute passageway between two of saidwater sealed compartments for the movement of personnel, equipment ormaterials therebetween.